Almost all systems have been fully rewritten and far more detailed. This will ensure that the indications in the cockpit are always correct and changes happen when they should happen. Work in progress!
Air Conditioning / Pressurisation
FMGS CABIN DESCENT RATE taken into account (entered in MCDU, preset with -350ft/min)
Cabin descent starts before aircraft reaches TOD if selected CABIN MAX DESCENT RATE should require this
At initiation of takeoff cabin is pressurized to achieve a differential pressure of 0.1 PSI (with a cabin rate of max -328ft/min)
Cabin alt is calculated to reach a differential pressure of 0.1 PSI at touch down
55sec after touch-down outflow valve is operated to fully open
At take-off the outflow valve is operated to fully closed to build up delta press of 0.1 PSI
Several abort functions for cabin press included in case of rejected take off etc. ..
Auxiliary Power Unit
Startup time is now accurate (and corrected for external temperature and air pressure)
Accurate N and EGT indication in all phases
EGT now corrected for external temperature
Provided APU BLEED PRESS now accurate due to different loads
Cool down phase implemented (depending on former bleed air usage)
All APU ECAM indications reworked, e.g. dynamically changing max EGT area
Increasing/decreasing APU speed e.g. during engine start, depending on air conditioning demand etc.
Much more realistic calculations off bleed pressure in different ducts (non linear functions, load depending etc.
Logic much more improved during cross bleed, engine start, air conditioning demand etc.
VHF1 and VHF2 receiver can now be simultaneously used (while remaining in contact with ATC you can now listen parallel to e.g. ATIS)
Completely reworked BUS system: All electrical user now connected to its according BUSSES
All electrical user now have its own according power consumption
Realistic short power cut out implemented on according BUSSES during power transition between different sources (GEN1, GEN2, APU GEN, EXT PWR), leading to short power loss on specific systems
Dynamic battery capacity calculation added, depending on current load
Battery charging improved (BCL)
GEN and TR loads dynamically calculated according to present BUS loads
IDG temp now depending on: Electrical work load of GEN, engine RPM, engine state, outside air temp and air speed. Cooling slowly down to AOT when no longer in use
IDG temp rise indication added
ACCU PRESS indication reworked to react faster and needles damped
All ECAM pages reworked to have more realistic indications (to match with the according new system logics)
Fuel temperature fully simulated and will slowly adapt to ambient temperature. It even takes the amount of fuel and fuel tank location into account!
Fuel temperature now also takes the use of fuel to cool parts of the engines into account.
Pressure calculation reworked to be more realistic (non linear functions)
PTU reworked (now separated into self test and normal operation, also enabling single engine taxi)
Dynamic reservoir quantity indications for all three systems, changing during flight e.g. due to cold soak and different oil capacity.
Ice & Rain Protection
Using True Glass we now simulate rain with rain repellent (SP2) and wind shield wipers.
Landing Gear & Brakes
Full Gear Door synchronisation (planned for SP1)
The Oxygen mask and it's tests are now included.
Nearly all engine parameter reworked to be more realistic, for CFM as well as for IAE, for start up, running and shutting down: N1, N2, EGT, FF, EPR, Oil QT, Oil Press, Oil temp, Vib N1 and N2
Ignitors alternating between A and B on consecutive start ups.
EGT indication now also takes outside air temperature into account
Fan blades free spinning in wind (also rotating backwards in case of tailwind), also airframe wind shadow taken into account
Engine ECAM page (CFM and IAE): Engine indications reworked to match realistic limitation markings (partly changing dynamically according to current engine state)
FADEC power supply phases implemented
The weather radar is optimized bit still works with ALL weather engines (and even without any weather engine) as it reads the data from inside the sim making sure that what you see through the window and what the aircraft experiences is actually really matches the display. It also includes ground returns making navigation using the weather radar possible and simulates fronts that shade other fronts behind it. It remains one of the absolute highlights of the product.
PWS knob activated to enable switching on during flight (SOP), according ECAM memos implemented
New XPDR layout to match more modern version
TCAS now triggering signal for VPilot/VATSIM to squaw mode “C”, also IDENT implemented